Tripping mechanism for igniters.



HJR. VAN DEVENTER. TRHPING MECHANISM FOR mums.

APPLICATION FILED JAN 15,19l5

Patented July 11, 1916.

2 SHEETS-SHEET 1,

HN L Q aw Sw m H. R. IVAN DEVENTER.

TRHHNG MECHANISM FOR IGNITERS.

APPLICATION FILED JAN 15. 1915.

1 ,1 90,823. Patented July 11, 1916.

2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

HARRY RANDOLPH VAN DEVENTER, OF SUMTER, SOUTH CAROLINA, ASSIGNOR, BY MESNE ASSIGNMENTS, TO SPLITDORF ELECTRICAL COMPANY, OF NEWARK, NEW JERSEY, A CORPORATION OF NEW JERSEY.

TRIPPING MECHANISM FOR IGNITERS.

Specification of Letters Patent.

Patented July 11, 1916.

To all whom it may concern Be it known that I, HARRY RANDOLPH VAN DIWENTER, a citizen of the United States, residing at Sumter, in the county of Sumter and State of South Carolina, have invented certain new and useful Improvements in Tripping Mechanism for Igniters, of which the following is a specification, reference being had to the accompanying drawing.

My invention relates to ignition mechanism for internal combustion engines and more particularly to a mechanism using an oscillating magneto in conjunction with a make-and-break contact interrupter.

The object of my invention is to provide in such mechanism, a novel arrangement of parts whereby the same may be operated to effect ignition of a charge after the engine has been moved'into the power stroke as is desirable in starting.

Another object is to so arrange the parts that after having been adjusted for starting and the initial -rpower stroke is made,

the starting adjustment is automatically thrown out and replaced by the running adjustment.

Various other novel features of the invention will be apparent from a perusal of the accompanying specification and drawings. My'- invention is illustrated in the accompanying drawings, in which Figure 1 shows a front elevation, with the magneto removed and the engine body shown in fragmentary portions. Fig. 2 is a side elevation of the mechanism removed from the engine and with the driving means omitted for the sake of clarity.

Referring to the drawings in detail, 35 is the engine body on which are mounted the various parts of the apparatus constituting my invention. The igniter unit is mounted on that portion of the engine body constituting the cylinder wall and consists of a main frame body 3 adapted to be mounted on the cylinder wall, by means of the bolts 46 and 47, with the igniter body 28 extending therefrom into the ignition chamber of the engine. This main frame body 3 also carries an outwardly projecting bracket 22 on which the magneto 23 is mounted. Other projections in the form of anchor posts 33 and 34 extend outwardly from the frame 3 to serve as anchorages for the operating springs 36 and 37 respectively, which SP1. tags are omitted from Fig. 2 in order to give a clearer view of other elements of the mechanism. The igniter body 28 carries on its inner face an electrode 27 constituting the fixed electrode of the igniter contacts, the electrode 27 being insulated from the igniter body but having ctectrical connection with the binding post mounted on the outer face of the frame 3. The igniter body 28 also carries the igniter operating shaft 2 which is journaled therein and extends therein and extends therethrough, terminating at the inner end in movable electrode 26 of the igniter contacts, and projecting at the outer end beyond the outer surface of the frame 3. ()u this outer portion the shaft 2 carries an operating lever 31 fixed thereto and farther beyond this a trip lever 1 journaled on the end of the shaft. The operating le\ 'er 31 and shaft 2 are held'normally in a given position relative to the frame by means of a torsion spring 38 connected between the lever 31 and the frame, while the trip lever 1 is held normally in a given position relative to the frame by means of the pull springs 36 and 37, each connected through roller bearings, at one end to one end of the trip lever 1 and at the other to one of the anchor posts 33 and 34 respectively.

Motion is transmitted from the trip lever 1 to the operating lever 31 by means of astud 29 which cbnstitutes an enlarged extension of the spindle 7, the stud 29 acting on the lever 31 through an adjustable tappet consisting of the screw and locknut adjlttment 32. The magneto 23 is mounted on the bracket 22 with its operating shaft in alinement with the magneto operating shaft 2 and the magneto shaft coupled with the trip lever through the crank 20 and pin 21 carried by the magneto shaft, and the bifurcated finger 30'carried by the trip lever extending downwardly therefrom and straddling pin 21. Connections for the ignition circuit are made from the magneto windings through the magneto binding post 25, conductor 24, igniter binding post 49, igniter electrode 27, movable igniter electrode 26 and back to the magneto winding through the frame or a and extends into operative engagement with the outer reduced portion of the spindle 7. The distance between the axis of rotation of the lever i and its lower end, where it engages the spindle 7, is such that when the handle of the lever is rotated upward, as indicated by the arrow 5, the end of the lever will engage the spindle 7 and push it down rotating the trip lever through the angle 7/(Z which moves the trip finger 9, carried by the trip lever, from the line (z--?1 into the line c(Z, at which point the spindle 7 rests in the depression 8 of the lever i and the lever 4 and trip lever is held against further rotation by the nose 6 on the lever 4. It is desirable when not in use that the lever -t be held away from the spindle 7 and other moving parts and to accomplish this the handle of the lever is weighted so as to normally tend to fall into the line /71. and raise the lever clear of the working parts.

-For operating the trip lever advantage is taken of the movement of the exhaust rod indicated at 10 (see Fig. 1) and as its general function of opening the exhaust valve during a portion of the cycle of the engine is well known in the art and forms no part of the present invention, the entire arrangement for performing such function is not here shown, but only such portion as is necessary to a clear understanding of the present invention. It sutlices to point out that the rod 10 is slidably mounted on the engine frame by means of the slide bearings 11 and 12 and is operated by the cam 14 through roller'bearing 13 carried at the right-hand end of the rod 10. The cam 14 is connected with the engine crank through the usual two to one reducing gear so as to make one revolution in each cycle of two revolutions of the engine shaft. This cam is so shaped that the exhaust rod is given two strokes or reciprocations of different degrees in length during each cycle of the engine. For convenience I will term these strokes the long and short strokes, the long stroke operating first to effect ignition and later to open the exhaust valve, in a well known manner and the short stroke operating the ignition mechanism in starting only and in a mannerhereinafter set forth. The roller bearing 13 is held in engagement with the surface of the cam 11 by means of a compression spring 39 connected to it and bearing against the slide bearing 11. A depending arm 40 fixed to the rod 10 carries a push finger 15 pivoted to the arm at 41 and adapted to be adjusted in angular relation with the rod by means of an adjusting screw 42 threaded in the end of the finger and bearing against an abutment 43 on the rod 10, the adjusting screw being held against the abutment under tension of a pull spring 16 extending between the lever and the end of the finger 15. The free end of the push finger 15 is adapted to engage the dle of the trip lever 4 trip finger 9, upon movement of the rod 10 to the left, and rotate the trip lever counterclockwise until the end of the push finger moves beyond the are scribed by the end of the trip finger. This occurs after each ful or long stroke of the rod 10 while in the short stroke of the rod the push finger 15 is carried back just a little to the right of the line c--d and so rests upon but does not engage the trip finger i) when the trip lever is in the position shown in Fig. 1.

The operation of my invention is as fol lows: It being desired to start the engine, it is turned to the power stroke and the hanrotated in the direction of the arrow 5 which moves the trip lever 1 in a ('ounterelockwise direction through the angle b-c and locks the same in a position with the trip finger 9 in the line ca, in a manner as previously de scribed. The ignition rireuit then enabled, and the engine turned either againstcompression, (in which case the cam may be considered to rotate from left to right) or in the direction of the power stroke, a

(when the cam may be considered to rotate from right to left). In either case the roller 13 first rides the indented portion near 17 or 19 of the can]. This permits rod 10 to travel just far enough to the right to enable the push finger 1.3 to drop below and engage the trip finger 9 which is held on the line 0 (Z by lever 4. As the ram continues to revolve (in either direction) rod 10 begins to move to the left as roller 13 travels up the face 17 or 19 of the cam. This outward motion of the rod 10 carries push finger 15 toward the left and trip finger 9 travels with it. This releases the lever a, which drops out of the way, and when the trip finger reaches the angle J f push finger 15 slides over the nose of the trip finger, whit-his released and snaps back to normal position under the force of the pole springs 36 and 37. This operation may be termed the short stroke of the mechanism.

It will be remembered that the normal position of the nose of the trip finger E is on the line a b, consequently unless the trip finger is first locked up so that the nose is on the line 0 d, it is impossible for 15 to engage it except once per revolution of the cam 14 and only when 13 is at the lowest indented portion of 18 on the cam. when the trip fin er is locked up by means of lever 4 then nger 15 may engage the trip finger 9 when 13 is between 17 and 18, 01 18 and 19 on the cam. which enables the But 1 ignition device to be operated by throw 13 may be termed the long stroke of the mechanism.

During the normal running of the engine, the cam 14 being geared at one-half engine speed, the exhaust valve and the ignition device are only operated once per revolution of the cam; and the normal operation of the engine will be readily understood by reference to the following: After the engine is started the cycle is continued where it falls into engagement with the trip finger 9 and during the left-hand portion of the stroke is moved forward to the left rotating the trip lever through the angle b-f and tripping the same to effect igni- 'tion of the new full chargeunder-maximum compression. The short stroke occurring later as the roller 13 moves over 17 or 19 on the cam will no longer affect the igniter unit, however, as the trip lever is no longer 26 held with the trip finger 9 in the line c-d and the right-hand movement of the short stroke is not sufficient in extent to permit the push finger to fall down into engagement with the trip finger when the latter 80 is in the line wb which position it is ca able of assuming during the running adustment which now obtains. Thus during the running adjustment the trip lever is thrown only once in each cycle and that 156 in the forward movement of the long stroke of the rod 10, the short strokes producing no effect. 7

It will be seen from the foregoing that in order to start the engine all that is neces- 10 sary is to turn it into the power stroke,

cock the trip lever in the intermediate 0- sition 'and enable the ignition circuit a ter which the device becomes automatic its action, upon rocking the engine, to ignite 46 the initial charge in the power stroke and change over from the starting adjustment to the running adjustment. 7

It is further pointed out that the novel arrangement and combination of parts herein shown and described makes for efiiciency .and economy in maintenance and results in a device in which the electrical appliances are reduced to the simplest form and the greater part of the functioning per- 85 formed mechanically.

While I have herein shown and described a preferably specific form in which the invention may be embodied I desire it understood that I do not limit myself to this 6 0 specific form but contemplate all such modi-- fications as fall within the scope of the appended claims. For example, the magneto, trip lever, igniter and connected parts to be actuated as herein described may be of .Iany' one of the forms shown in my counderstood that minor modifications may i be made as found necessary to adapt the appliances to the present use.

Having thus described my invention,

what I claim and desire to secure by Letters Patent is 1. In an ignition mechanisnrfor internal combustion engines, the combination of an osc llating magneto, a make. and break lgmter, a trip lever for actuating said magneto and igniter, tension means tending normally to hold the trip lever in a given position, actuatihg means operated by the engine for tripping the trip lever at a predetermined point in the cycle of the engine and means for holding the trip lever in a position to be tripped by the said actuating meansat a point in the cycle other than said first mentioned predetermined point.

2. In an ignition mechanism for internal combustion engines, the combination of an oscillating magneto," a make and break igniter, a trip lever for actuating said magneto and igniter, tension means tending normally to hold the trip lever in a given position, actuating means operated by the engine for tripping the trip lever at a predetermined point in the cycle of the engine and means cooperating with the tri -lever to move and hold the same against tie tension of said tension means and adapted to be released at a point in the cycle of the engine other, than said first determined point.

3. In an ignition mechanism for internal mentioned preoscillating magneto, a make and break igniter, a trip lever for actuating said magneto and igniter, tension means tending normally to hold the .trip lever in a given position, means for locking the trip lever in an off normal position against the force of said tension means and means operated by the engine to trip the trip lever at a given point in the cycle of operation of the engine at all times and to trip the trip leverat a point other than the aforesaid given'point only when the trip lever has been locked in the off normal position.

4. In an ignition mechanism for internal combustion engines, the combination of a frame adapted to be mounted on the engine body, an igniter carried by the frame and projecting into the ignition chamber of the engine, a flange carried by the frame, anchor posts carried by the frame, an operating ing normally to hold the trip lever in a shaft substan-' given position relative to the frame, an oscillating rod operated by the engine to make long and short oscillations, means carried by the rod adapted normally to operate said trip lever upon a long oscillation of the rod only and means for temporarily rendering said triplever operable by said rod carried means upon a short oscillation of the said rod. 7

5. an ignition mechanism for internal combustion engines, the combination of aframe adapted to be mounted on the engine 'hody, -an.igniter carried bythe frame and f projecting into the ignition chamber of the engine'jj a flange carried by the-frame prothe trip leverin a given position relative to the frame, means; cooperating with the trip lever to move t e. same out of said given position against-t e force of the pull springs into a second given position and locking it against movement-thy said pull spring, and

a push rod operated bythe engine td'make alternate: long and shor-t strokes, said long and short strokes being soproportioned and the path of theupush rod so positioned in relation" to the said givenfpositions of the trip' -leverzthatthe .push rod'will always engagethe-trip lever in the long stroke and will: engage the trip lever in the-short stroke only -when said trip lever is in the said second git en position.-

In an ignition mechanism for internal with said igniter operating shaft, a trip lever mounted to rotate on an axis substantially concentric with said operatingshafts,

pull springs connecting the tripwlever with the anchor posts and tending-normally to hold the trip lever in a given position. relative to the frame, means cooperating with the trip lever to move the hame out ofsaid given position against the force of thepull springs into a second given position and looking it against movement by said pull springs, a push rod operated by the engine to make alternate long and short strokes, said long and short strokes being so proportioned and the path ofthe pushrrod so positioned in relation to the saidgiven' positions of the trip lever that the push rod will always engage the trip leverin. the long stroke and will engage the trip lever inI the short stroke only when said trip lever is in the said second given position, 'and'means for disabling the, said tripvlever holding means upon movement of the trip lever out of the second given position;

In testimony whereof I hereunto aflix my signature in the presence of two Witnesses.

HARRY RANDOLPH 'vlN mam: \Vitnesses I E. H. RIrAME, EDNA B. ISLER.

Copies of this patent may be obtained for five cents each, by addressing the Commissionerof Patents Washington, D. C. 

